Car-coupling



(N0'Moae1..) 2 sheetssheet 1.

Jr. L; RITTER su J. M. MOYERS. GAR G OUPLING,

Patented Mar. 22,1898,

(No Model.) 2` sheets-sheen 2.

J. LRITTER 8u J. 1VLMOYERS.-l

GAR GOUPLING.

` Patented Mar. 22. 1898.

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1m: Nonms PETERS co., PNo'roM UNITED STATES PATENT OFFICE.

JOHN RITTER, OF SHENANDOAI-I, AND JAMES M. MOYERS, OF RICHMOND,

VIRGINIA, ASSIGNORS OF ONE-THIRD TO JAMES G. WHITLOOK, OF RICH- MOND, VIRGINIA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 600,993, dated March 22, 1898.

Application filed April 8, 1897. Serial No. 631,297. (No model.)

To all whom it may concern:

Be it known that we, JOHN L. RITTER, residing at Shenandoah, in the county of Page, and JAMES M. MOYERS, residing at Richmond, in the county of Henrico, State of Virginia, citizens of the United States, have invented a newand useful Oar-Coupling, of which the following is a specification.

The invention relates to improvements in car-couplings.- j

The object of the present invention is to improve the construction of car-couplings of the J anney type and to provide a simple, inexpensive, and efficient one which Will be capable of coupling automatically and of au to matically uncoupling should the draw-head pull out from the car by reason of any breakage of the draft mechanism and thereby prevent the draw-head from falling upon the track and Wrecking or otherwise injuring the cars behind it.

A further object of the invention is to relieve the draw-head of Wear and increase its durability and. to enable any of the parts of the coupling to be readily replaced, if broken,

without necessitating theremoval of thedraW-head from the car.

Another object of the invention is to exclude Water from the draw-head and to provide a pin which Will effectually shed Water and prevent the same from percolating through the pin perforations.

The invention consists in the construction and novel combination and arrangement of parts, as hereinafter fully described, illustrated in the drawings, and pointed out in the claims hereto appended.

In the drawings, Figure l is a perspective vieur of a car-couplingconstructed in accordance with this invention and shown applied to a car. Fig. 2 is a longitudinal sectional View. Fig. 3 is a horizontal sectional view. Fig. 4 is a transverse sectional view.' Fig. 5 is a detail perspective view of the knuckle. Fig. 6 is' a similar view of the locking-bar. Fig. 7 is a detail-view of the lifting-pin. Fig. 8 is a similar view of the linkfor holding the locking-bar normally in operative position. Fig. 9 is a longitudinal sectional view illusv l 5o tratingamodiflcation of the invention. Figs.

10 and 1l are detail views of parts of the same.

Like numerals of reference designate corresponding parts in the several flgu res of the drawings. j

l designates a draw-head of the usual configuration, provided with strengthening-ribs and mounted on a car 2 in the usual manner, and a knuckle 3 is pivoted to the draw-head at one side thereof in the usual manner by a knuckle-pin 4. When cars come together for coupling, the side of the draw-head to which the knuckle is pivoted is subjected to much Wear, and in a short time it becomes Worn to the knuckle-pin perforations and has to be discarded. In order to relieve the draw-head of this Wear and prevent it from being struck by'another draw-head, the knuckle isvprovided at its outer side with an enlargement or bulged portion 5, which projects beyond the draw-head and which receives the blows incident to coupling. By this construction the knuckle is subjected to all the Wear and tear and may be readily replaced by another one when it becomes worn, and the draw-head is enabled to last for a much longer time.

The knuckle, which is constructed of steel, is provided in its bulged portion 5 with a vertical recess receiving a Wear-plate 5, of malleable metal or other material softer than steel, in order to form a cushion and enable the same to be readily removed when worn Without discarding the knuckle. 'y The recess, which is dovetailed or undercut at its side edges, extends from the top of the adjacent portion of the knuckle to within a short distance of the bottom thereof in order to form a supporting shoulder or ledge upon which the Wear-plate rests. The Wear-plate, which is interlocked with the recess, has its side edges beveled to conform to the configuration of the side walls of the recess, as clearly shown in Figs. 3 and 5 of the accompanying drawings. The recess, which receives the removable wear-plate 5a, is out sufficiently deep to extend inward beyond the adjacent edges of the front portion of the draw-head, so that the upper edge of the removable Wear-plate will be retained in the recess by the drawhead when the parts are assembled in order to avoid any liability of the wearplate being jolted or thrown out of the recess during the operation of coupling or when a train is passing over a rough road-bed.

Vhen the knuckle is closed, its arm 6 is engaged by an upwardly-swinging locking-bar 7, which is provided at its front end with a beveled face S, adapted when the knuckle closes to enable the arm G to lift the lockingbar to couple automatically. The lockingbar 7, which is disposed longitudinally of the draw-head in an opening of the shank or drawbar, is connected with a vertically-movable lifting-pin 9, which passes through a perforation of the draw-head and which is designed to be connected with any suitable operating mechanism to enable the operation of uncoupling to be effected from the top and sides of a car or the platform of a coach. The lower end of the lifting-pin is provided with a T- shaped head 10 and engages a slot 11 of the locking-bar 7. rl`he slot 11 of the locking-bar is disposed longitudinally of the front end of the same and is provided with undercut edges to receive the laterally-projecting arms of the head 10. The rear end of the slot 11 is open, it being formed in an enlargement of the upper face of the locking-bar, and the liftingpin may be readily engaged with and disengaged from the locking-bar, and the latter is also capable of a longitudinal movement independent of the lifting-pin for the purpose hereinafter described. By swinging the lockin g-bar upward the arm of the knuckle is released, and it is thrown open by a spring 12, whereby the draw-head and the knuckle are in position for automatic coupling when the knuckle is open, and the latterdoes not have to be set by hand preparatory to coupling.

The draw-head is provided at its top around the perforation for the lifting-pin with a boss 13, having a convex upper face, and the pin is provided at its head with a cap 14, substantially concave-convex and presenting a lower concave face which conforms to the configuration of the boss 13. rlhis construction enables the pin 0 to shed water, and it effectually prevents the same from percolating through the perforation of the draw-head and freezing the inside of the same, and thereby interfering with the operation of the carcoupling.

rlhe rear end of the locking-bar is provided with bearing-recesses 15, which are supported on bearings 16 of the draw-head shank or draw-bar, and the said locking-bar is provided with a iiange 17, which depends through a slot 1S at the bottom of the shank or drawbar. The front or outer edge of the iiange 17 is beveled or inclined, and it has a lug 19 at its back. The lug is provided with opposite slightly-inclined grooves 20, which receive the sides of a substantially rectangular link 21. The link 21 has its front end split, and the terminals formed by splitting the link engage a perforation 22 at the front ends of the grooves 20. The link 21, which forms a locking device, is constructed of malleable metal and engages the lower face of the shank or draw-bar, being of greater width than the slot 18, and it is adapted to hold the rear end of the locking-bar in the slot. Should the draw-head become loose by reason of the breakage of any of the draft mechanism, it will be pulled out sufficiently to carry the inclined edge of the flange 17 into contact with the carrier or supporting-strap 23, whereby the rear portion of the locking-bar will be forced upward against the action of the locking device 21, lifting the locking-bar off its bearings and causing it, by reason of the engagement of the ln g 1f) with the carrier strap or iron 23, to move inward or rearward sufficiently to release the arm of the knuckle and uncouple the draw-head. This will prevent the draw-head from pulling out any farther, and it cannot fall upon the track and wreck or otherwise injure the cars in rear of it. The slot 11, which receives the liftingpin, permits the necessary longitudinal movement of the locking-bar.

In Fig. 9 of the accompanying drawings is illustrated a modification of the invention in which the lifting-pin is extended entirely through the draw-head, and this lifting-pin 2l carries a sleeve 25,wl1ich is provided at its upper end with an annular flange forming a head and normally seated in a recess of the bottom of the draw-head, so that its upper face is Hush with the same. The lower end of the lifting-pin 2l is perforated and receives a split key or other suitable fastening device, upon which the sleeve 25 rests, and when the lifting-pin is raised the sleeve engages the bottom of the locking-bar 2G and carries the same out of engagement with the arm ofthe knuckle. The slot 27 for the reception of the lifting-pin extends entirely through the locking-bar, as shown.

The rear end of the locking-bar 26 is provided with a depending lug 2S,which extends through a slot of the bottom of the shank or draw-bar, and it is perforated for the reception of a longitudinal bolt 29,which also passes through a perforation of a lug or projection of the shank or draw-bar. A spiral spring 31, which is disposed on the bolt 29, is interposed between the lugs 2S and 30 and holds the locking-bar normally extended, and the opening or perforation ol' the lug 28, as illustrated in dotted lines in the accompanying drawings, is of sufficient size to permit the necessary swinging movement of the lockingbar. Should the draw-head become detached from the car and be drawn outward, the lug 2S will come in contact with the carrier iron or strap and will be drawn rearward to release the arm of the knuckle, whereby the draw-head will be uncoupled. The spring 31 will then return the locking-bar to its initial position as soon as the lug 2S is relieved of pressure.

It will be seen that the ear-coupling is simple, strong, and durable, that it is positive,

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reliable, and automatic in its operation, and that access is readily had to its parts. It will also be apparent that the draw-head is shielded and protected and its durability is greatly increased as the knuckle is subjected to all of the wear; also, the particular construction of the draw-head and the lifting-pin is adapted to shed water and prevent the same from percolating through theV perforation of the draw-head, and that any water collecting on top of the draw-head cannot enter the perforation when the lifting-pin is raised, because the boss or enlargement 13 extends above the upper face of the drawhead and surrounds the perforation.

Changes in the form, proportion, and minor details of construction may be'resorted to without departing from the spirit or sacricing any of the advantagesof this invention.

What we claim isl. In a car-coupling, the combination of a draw-head, a knuckle, an upwardly-swinging locking-bar engaging the arm of the knuckle and provided with a depending lug exten ding through the bottom of the shank or draw-bar in position to be engaged by a strap or carrier-iron, whereby the locking-bar will be forced rearward should the draw-head be pulled outward, and means for lifting the locking-bar, substantially as described.

2. In a car-coupling, the combination of a draw-head, a knuckle, an upwardly-swinging locking-bar engaging the arm of the knuckle and provided with a depending lug extending through the bot-tom of the shank or draw-bar in position to be engaged by a strap or carrier-iron, whereby the locking-bar will be forced rearward should the draw-head be pulled outward, a yieldable device engaging the lug and the draw-head for holding the v locking-bar normally extended, and means for raising. the locking-bar, substantially as described.

3. In a car-coupling, the combination of a draw-head, a knuckle pivoted to the same, an upwardly-swinging locking-bar capable of a limited longitudinal movement and provided with a depending flange extending through the bottom of the shank or draw-bar, beveled at its front edge and provided with a lug, said lug being grooved at opposite sides, and a link split at its front end and interlocked with the lug at the said grooves, substantially as and for the purpose described.

4. In a car-coupling, the combination of a draw-head, a knuckle pivoted to the same, a locking-bar removably arranged on suitable bearings adapted to swing upward and capable of a limited longitudinal movement when lifted off its bearings, said locking-bar being provided at its top with a longitudinal slot open at its rear end, a pinarranged in a perforation of the draw-head and provided at its lower end with a T- shaped head interloeked with the said slot, and a lug depending from the rear end of the locking-bar and extending through the shank or drawbar, substantially as described.

5. In a car-coupling, the combination of a draw-head, a knuckle pivoted to the same and provided at its front with a bulged portion or enlargement extending in advance of the draw-head and provided with a recess extending from the top of the knuckle and terminating short of the bottom thereof, and a removable we'ar plate interlocked with the knuckle and fitting in the recess thereof, substantially as described.

In testimony that we claim the foregoing as our own we have hereto axed our signatures in the presence of two witnesses.

' JOHN L. RITTER.

. JAMES M. MOYERS. Witnesses:

W. A. Ricks,

W. R. HARwooD. 

